Automatic clutch mechanism



Feb. 22, 1938. R. P. LEWIS AUTOMATIC CLUTCH MECHANISM Filed Mg. 2, 19352 Sheets-Sheet 1 A3 wa5 Robe/"f Pl hm Z mow/M s Patented Feb. 22, 1938UNITED STATES PATENT OFFICE tomatic Drive &

Transmission Company,

Gloucester City, N. J., a corporation of New Jersey Application August2,

Claims.

This invention relates to improved clutch and transmission mechanisms,more particularly of the self-operating or automatic type andparticularly adapted for use in connection with the driv- 5 ingmechanisms for generators, compressors and the like as are employed onrefrigerator cars, Pullman cars and other railvehicles.

' The present invention comprises improvements in automatic orself-operating clutches of the type disclosed in copending applicationSerial Number 606,238, filed April 19, 1932, by Wade D. Morton andWilliam E. Haupt in that among other features it provides a more compactand self-contained clutch particularly adapted for the uses abovestated.

In the type of drives as employed in connection with compressors,generators, refrigerating machinery and the like for Pullman cars,refrigerator cars, trucks and the like, the unit to be driven is usuallyconnected to a source of power such as a wheel or axle of the vehicle insuch a manner that the drive is direct and the driven element starts,stops and runs at the same relative speed as the driving element. Thisis particularly undesirable in railway .cars since it imposes anadditional load upon the tractive unit before a period has elapsed inwhich a sufficient degree of speed or momentum of the driving elementhas been acquired to meet the initial load. This is particularly true oflong trains containing cars of the refrigerator type and passengertrains of recent development wherein mechanical means are associatedwith the individual cars to effect air-conditioning thereof. With aclutch of the type described herein, which is of the automatic orself-operating type, interposed between the driving mechanism and thedriven unit, a driving connection is not established therebetween untilthe vehicle has reached a substantial predetermined speed and attainedthe desired momentum. When the latter condition is reached the load ofthe generator or like unit is smoothly imposed upon the axle or othersource of power. This arrangement minimizes the effect of the initialload while yet insuring a smooth direct drive at the higher speeds.

The clutch of the present invention is also particularly adaptable forus in connection with automatic vehicles wherein it is desirable thatthe engine be permitted to attain a predetermined relatively high torquedelivery speed before a power transmitting drive .is established betweenthe engine .and the transmission and .differential assemblyin order thatthe engine-develop 1933, Serial No. 683,383

sufficient power to adequately handle the relatively heavy initial orstarting load.

The clutch mechanism of the present invention, when embodied in largersizes, may be advantageously employed in rail car drives, and beinterposed between the prime mover and the vehicle drive mechanism. Aninternal combustion engine of the Diesel or other types may be utilizedas the prime mover and the vehicle drive mechanism may or may not embodytwo or more gear reductions, depending upon the character of the vehicleand type of service to which it is to be put, although it iscontemplated, that for normal power transmitting operations, the drivebe direct, i. e., no gear reduction other than that normally used in thevehicle drive mechanism be used, by reason of the fact that the clutchmechanisms of the present invention establish a slipping powertransmitting connection between the prime mover and the load and allowthe former to develop suflicient power to handle relatively greatstarting loads and the like.

Accordingly, it is a primary object of the present invention to providean improved clutch mechanism of the automatic or self-operating typewhich is compact and self-contained and particularly adapted for drivesin connection with various types of units on railway or like vehicles.

A further object of the present invention is the provision of animproved automatic clutch mechanism which is particularly adaptable forconnecting a driving unit and a driven unit, all of the working partsthereof being relatively compact and contained within the clutchmechanism whereby a minimum exposure of parts to dirt and dust isobtained.

A further object of this invention is to provide an improved type ofautomatic clutch mechanism which is designed to be simply connected to adriving element and adapted to rotatably support the connectingmechanism of a driven element, all connections being contained withinthe clutch whereby a minimum of parts may be utilized.

It is still .a further object of this invention to provide an automatic.clutch mechanism of an improved type wherein an enclosed container isprovided for both the driving and .the driven elements, .the containerserving also as .a support for rotatablysupportingone of said elementswhereby a compact and simple construction is provided.

A further object of this invention resides in the provision of animproved type of automatic clutch mechanism wherein the driven anddriving elements are supported by the mechanism for relative movementtherebetween in anti-friction means contained within the mechanism.

A further object of this invention is to devise an improved form ofpower transmitting device of the speed responsive type comprising anenclosure therefor and means internal with the enclosure and compactlyarranged for limiting the movement of the speed responsive means.

Still another object of this invention is to provide an improved form ofautomatic clutch mechanism of the speed responsive type and containingdriving and driven elements, the mechanism being designed to limit themovement of the speed responsive elements beyond an amount sufiicient toengage and disengage the driving and driven elements.

A further object of this invention resides in the provision of a noveltype of automatic clutch mechanism embodying driving and driven elementsand an assembly for eifecting engagement and disengagement thereof, withcombined means for locking one of the elements against relative rotationand for limiting the axial movement of the assembly.

A still further object of this invention is to provide an improved typeof automatic clutch mechanism embodying a casing and a cover thereforwith means contained in the casing and cover for attachment to andsupport of the connecting driving and driven assemblies whereby aclosely compact and low cost mechanism is provided.

With the. above and other objects in View as will become apparent fromthe following description and the appended claims, reference is made tothe accompanying drawings in which:

Figure 1 is a longitudinal sectional view of a preferred type ofautomatic clutch mechanism embodying the principles of this invention;

Figure 2 is a fragmental sectional view of the upper portion of theclutch shown in Figure 1, illustrating the weight there shown in itslimiting position against its stop, and with the clutch plates engaged;

Figure 3 is a fragmental View, in partial section, of one of the drivinglugs or key assemblies employed in the clutch of Figure 1 taken on theline III-III of Figure 1, looking in the direction of the arrows;

Figure 4 is a longitudinal sectional View of a further preferredembodiment of an automatic clutch mechanism embodying the principles ofthis invention;

Figure 5 is a fragmentary longitudinal section of a portion of theautomatic clutch mechanism illustrated in Figure 4, and shows one of thedriving key assemblies associated with the reaction plate;

Figure 6 is a fragmentary longitudinal section of a portion of anautomatic clutch mechanism illustrating a further preferred modificationof a weight in a position with the clutch plates disengaged;

Figure '7 is a view similar to that of Figure 6 with the weight shown inlimiting position against its stop with the clutch plates engaged; and

Figure 8 is a side View illustrating a portion of a railway car or likevehicle and shows one of the many possible modes of employing theautomatic clutch mechanism of this invention in transmitting power fromthe wheels and axle to any desired unit such as a generator or the like.

With reference to the above figures, wherein corresponding numerals havebeen employed to indicate corresponding portions throughout, and

with particular reference to Figure 1, l l designates a casing or clutchhousing of general cup shape with an entire end open as shown at theright of the View. A relatively small opening is formed at the left endof easing II and is defined by a flange I2. Adjacent flange I2 ismounted one end of a driving member I3 connected to a suitable source ofpower through a suitable connection such as a universal joint l6 andhaving a flange l4 thereon arranged to register with flange l2. Flangesl2 and M are connected to rotate together by suitable bolt and nutassemblies H5 or other fastening means passing through registering holesin the flanges (not shown). Flange I2 is provided with a relatively longneck or constricted portion I! which at its outer terminus I8 is formedwith a concentric notch to accommodate a centering projecting flange ISon driving member I3. Flange I2 is provided on its inner terminus with aconcentric flange 2| which serves as one positioning member for abearing assembly, now to be described.

Closely fitting with neck I! and abutting flange 2] is an outer bearingrace 22 in which are mounted suitable antifriction elements such as ballbearings 23 riding on an inner race 24. Suitable means is providedforpreventing escape of lubricant from the bearing to the clutch such as alubricant retaining ring 25 secured in fluid tight relation in a grooveformed in outer race 22. The inner periphery of ring 25 only fits inproximate relation to inner race 24 to avoid rubbing friction, and itprevents the leakage of lubricant forced against the outer race throughthe action of centrifugal force.

A second spacer or positioning member for the bearing assembly,comprising a ring 26, is mounted within neck l1, and is adapted to begripped between the adjacent face of flange l4 and the adjacent face ofrace 22 when bolt and nut assemblies [5 are tightened, thereby securelyholding the bearing assembly in place.

Inner race 24 is adapted to rotatably support one end of an exteriorlysplined sleeve 21 suitably connected to a driven shaft 28 as by a keyand slot assembly as shown at 29 or other similar means. Shaft 28 may inturn be connected to any suitable unit such as indicated at 3| to effecta drive thereof. In the present instance driven unit 3| comprises agenerator or compressor or like unit and shaft 23 is rotatably supportedtherein in bearings (not shown). Sleeve 21 is formed at its outerperiphery adjacent one end with a recess 32 of a shape to accommodaterace 24 and is provided at its opposite end with a recess 33 positionedto receive an inner race 34 of a second bearing assembly to bedescribed.

Sleeve 2! has a tapered interior and receives a correspondingly taperedend of shaft 28, the end of shaft 28 opposite from unit 3| being reducedin size and threaded to receive a nut 35 in conjunction with a washer36, the latter cooperating with recess 32 to receive bearing race 24. Itwill thus be observed that by reason of the tapered fit of shaft 28within tube 21, the connection of nut 35 therewith and the'key assembly29, shaft 28 is effectively secured to tube 21 to rotate therewith andbe driven thereby.

A cover plate 27 is provided on the end of casing H opposite from flangeI 2 which is of the same general shape as the cross section of casing IIand is arranged to be secured thereto by suitable cap screws 38projecting through bolts. 39 in plate 31 registering with threaded bolts4| formed in casing Plate 3'! is provided with an opening 42 at itscenter which is surrounded. by an enlarged portion or flange 43 adaptedto receive and support a combined sealing and lubricant containerforming assembly 44. Assembly 44 is preferably formed of thin metalmembers 45 and 46 disposed to overlap as shown and provide a containerwith one side open to shaft 28. A lubricant retainer 41 of suitablematerial such as raw hide or the like, is secured therein and is held insealing engagement with shaft 28 at all times by a resilient member suchas coiled tension spring 48. The sealing assembly just described isdesigned primarily to prevent lubricant contained in the bearingassembly from leaking out of the mechanism, but it is also efiective toprevent the ingress of dirt and other extraneous matter into themechanism.

Cover plate 31 is further formed with an interiorly extending concentricflange 49 arranged to support an outer race of the second bearingassembly. Suitable anti-friction members such as ball bearings 52 areprovided between races 34 and 5|, the escape of lubricant from thebearing being prevented by a suitable lubricant retaining ring 53similar to ring 25 of the bearing assembly, previously described.

With reference to the engaging and disengaging elements of the clutchmechanism, an interior face of casing H is finished as indicated at 54,and serves as a driving surface for the clutch mechanism. Adjacentdriving face 54, and mounted on and to rotate with sleeve 21, is adriven member or clutch plate 56 preferably formed of thin sheet metalor like material and provided immediately adjacent face 54 withconcentric rings 51 of suitable friction material such as fabric,leather or of the composition disclosed in copending application SerialNo. 631,084 filed August 30, 1932. Plate 56 is secured to a hub member58 by rivets 59, the hub member being splined on its interior to engagesplines 55 of sleeve 21, thereby providing means for transmitting powerfrom plate 56 to shaft 28. If desired, vibration dampeners of anydesired type may be employed in combination with driven plate 56.

Adjacent the face of ring 51, away from face 54, is a driving plate 6|arranged to be moved in a direction parallel to the axis of shaft 28 ina manner to be presently described, and in so doing efi'ect engagementand disengagement of the clutch mechanism. Adjacent driving plate 6|, areaction member or plate 62 is positioned which is designed for movementin a direction parallel to the axis of shaft 28. Both reaction plate 62and driving plate 6| are secured against rotation relative to casing Hby driving keys or studs63 positioned at preferably 120 intervals aroundthe periphery of-casing H in openings 64.

Studs 63 are provided with driving'heads 65 which are received in, anddisposed in driving engagement with the walls of slots 66 provided inreaction plate 62 and are adapted to prevent rotation of the latterrelative to casing I Driving plate 6| is formed with a plurality ofaxially extending lugs 61, corresponding in number and position tonotches 66 in reaction plate 62. Lugs 61 engage with the walls ofnotches 66 and prevent rotation of reaction plate 62 relative to drivingplate 6|. It will be observed that the keying mechanism just describedestablishes a driving connection between plates 6| and 62 and casing H,and yet permits. the plates to undergo axial movement with respect to.each other'and casing The clearance between heads 65 and recesses 66 ispreferably suflicient to allow reaction plate 62 to undergo slighttilting movements for a purpose that Will presently appear.

Lugs 61 in driving plate 6| are bored and tapped as indicated at 68 toreceive studs 69 which are provided with enlarged ends or heads 1|. Eachstud 69 is encircled by a coil spring '12 of a diameter slightly greaterthan that of the stud. Springs 12 abut washers 13 provided to engagereaction plate 62 across notches 66. Springs I2 act against heads 1| andreact against plate 62 and thereby operate to urge plates 6| and 62together and disengage the clutch mechanism in a manner presently to bedescribed and they will be hereinafter termed holdback springs. Theholdback assemblies are also encircled by compression springs 14 whoseends are received in suitable recesses formed in the interior face ofcover plate 31. Springs 14 urge the driving and reaction plate assemblyto the left toward the driven member, and although in the presentembodiment of my invention, the preferred number of such springassemblies is three, it is to be understood that the number thereof mayreadily be varied and it is not intended to restrict the exact numberthat may be used.

As just explained, the driving and reaction plate assemblyis urged tothe left toward the driven member by springs 14, and in order to preventthe latter from bringing the driving and driven plates into engagementwhen the prime mover is operating below a predetermined speed, Ipreferably provide a shoulder 15 in casing II, which is adapted to limitmovement of the reaction plate to the left by engagement therewith.Although I have illustrated one particular form of means for exerting amovement limiting action on plate 6|, it is to be understood that anyother suitable means may be employed for effecting this result withoutdeparting from the spirit of the present invention. For instance, boltsmay be adjustably threaded into plate 6| and. extend through aperturesin cover 31, or studs may be employed and nuts adjustably associatedtherewith in order to compensate for wear of the friction facings.

With reference to the speed responsive means for efiecting engagementand disengagement of the clutch mechanism, any suitable speed responsivemechanism may be utilized, but in the present embodiment of my inventionit comprises centrifugally operable mechanism. To this end, plate 6| isprovided, on the face opposite to that cooperating with driven plate 56,with a series of recesses, one of which is indicated at E6. Recesses 16are preferably rectangular in shape with the longer dimension of therectangle running as a portion of a chord across driving plate 6|.Recesses 16 are of like number and correspond in position to a series ofapertures T! of general rectangular shape formed in reaction plate 62.While on the opposite faces of plate 62, apertures 71 are rectangular inshape, it will be observed that the rectangles are of different size andthe sides of the apertures nearest the periphery of plate 62 areinclined with respect to the opposite sides of the apertures and henceafford a bevelled surface, the purpose of which will be hereinafterdescribed.

A series of speed responsive elements 18 or weights with levers affixedthereto are provided in apertures 11 of plate 62 Each element 18comprises a weight 19 of the hexagonal shape illustrated with oppositeparallel faces BI and 82 substantially equal in length. Opposite sides83 and 84 are parallel but of unequal length and opposite sides 85 and66 are not onlyof different lengths but are not parallel. Weights I9 areformed with a pair of recesses 81 and a pair of apertures 88 extendingfrom the bottom of recesses 81 to side 84. A lever 89 having a pair ofreduced portions is positioned within apertures 88, and is secured toweight I9 by a pair of nuts 9| engaging threads formed on the reducedpor tions of lever 89, or by other suitable fastening means.

At the opposite end of lever 89 and preferably formed integraltherewith, is a head 92 of substantially the same size and shape asrecess "I6 with the exception of the face nearest the periphery of plate6|, which is. preferablybevelled as shown at 93. Head 92 is of somewhatgreater depth than recess I6 and projects therefrom a substantial amountto space plates BI and 62 apart against the action of springs I2.

With the driving member rotating below the engaging speed of the clutch,the parts assume the positions shown in Figure l and with the parts sodisposed, the operation of this preferred embodiment of the clutch of myinvention in response to acceleration of the driving member, will now bedescribed. The direction of power transmission is normally from flangeI4. to unit 3| but it is to be understood that it may, in some cases, bein the opposite. direction. In the position shown in Figure l, thevarious elements. are in idling position wherein no power is beingtransmitted. It will be observed that driven plate 56 is free fromcontact with driving face 59 of easing II and the driven face of drivingplate 6.I, plate 6| being held back against contact with driven plate 56by springs I2 acting against reaction plate 62, which in turn is heldinthe position shown in Figure 1 by reason of engagement of its peripheraledge with shoulder I of casing I I. Shaft 29 and casing I I are thusfree to rotate relatively to one another.

Casing II is rotated from a suitable source of power and as the speed ofrotation increases above a predetermined idling speed, centrifugal forceacts upon weights 19 and causes themto rock outwardly toward theperiphery of easing II. As they rock, levers 89 are carried therewithand heads 92 tilt and are partially removed from their position inrecesses I6. Levers 89 rock about the edges of faces 93 which areseat-ed in the outermost corners of recesses I6, and in so doing, therear faces of heads 92 react against the contacting faces of reactionplate 62 through reaction faces or edges 94 formed on heads 92. Thismovement of heads 92 causes driving plate 6| and reaction plate 62 toseparate against the action of springs 72, and results in driven member56 being frictionally gripped between plate 6| and surface 54 of casingII. When the driven mem. ber has been frictionally gripped in the mannerjust described, movement of plate 6I under the influence of weights I8is substantially arrested, and further outward rocking movement ofweights I8, in response to a further increase of speed of the drivingmember, causes reaction plate 62 to move to the right out of engagementwith shoulder '55, against the action of springs 14. Upon initiation ofthis operation, a torque of low and slowly increasing magnitude istransmitted from the driving to the driven plates, and as the operationproceeds, in response to continued acceleration of the driving member,pressure is built up in springs I4 and between the surfaces of theplates. As the speed increases, the plate pressure increases. Thisproportional increase is desirable since it affords means by whichslippage of the clutch may occur at the lower speeds when the powerconnection is first being established and the prime mover is initiallypicking up the load, thus avoiding any jerky engagement which may proveinjurious to the clutch or the unit being driven.

As the engaging operation is proceeding, and reaction plate moves to theright and builds up pressure in springs 14, it is apparent that shouldthe weights I8 move unevenly, or irregularly, and tend to apply agreater force to one or more localized portions of plate BI, plate 62may tilt or rock slightly and tend to compensate for such action and.thereby insure the application of substantially uniformly distributedforces to plate 6|.

Continued increase in the speed of rotation of easing I I causes weightsI8 to swing outwardly to a greater extent and increase the pressurebetween the driving. and driven elements until weight elements 19contact with a flange 95 preferably integrally formed with reactionplate 62. Flange 95 prevents further movement of weights 19 and insuresthe maintenance of a constant pressure between the contacting elementsat all higher speeds of rotation. The relation of the parts under theseconditions is illustrated in Figure 2. The action of weights I8 andtheir levers 89 is in the nature of a toggle or wedgelike action.

As the speed of rotation of casing I I decreases, the action of theclutch will be just the reverse of that described above. Springs I2force plates BI and 62 together and bring weights I8 into their inner ordisengaged positions and springs 14 force plate 62 against shoulder I5against action of the decreasing centrifugal force tending to forceweights 18 outwardly. As plates 6I and 62 come together, pressurebetween the driving and driven elements is released and an idling phaseis again established.

In order to cool the clutch parts while the mechanism is slipping andpicking up the load, and remove any particles that may be freed fromfacings 51 as the result of Wear thereof, I provide casing I I and cover31 with air inlet apertures 96 and 91 respectively, and casing II isprovided with exhaust ports 98. Air currents, induced by rotation of theclutch parts, enter apertures 96 and 91, flow over the surfaces of theparts and are exhausted through ports 98. The greater part of the heatis generated in plate 6| and that portion of casing, adjacent surface54, and as springs 12 and I4 bear against plate 62, they aresubstantially thermally isolated, and there is accordingly nopossibility of drawing or harmfully modifying their temper.

Figures 4 and 5 illustrate a clutch construction embodying a furtherpreferred embodiment of my invention. Since certain parts thereof, suchas the keyed shaft construction and the connection of the driven shaftto' the driven unit are the same, description thereof will not berepeated. An open-ended casing IIII is provided with the closed endthereof having an aperture therein defined by a neck portion I02terminating in a flange I63, suitably apertured to receive connectingbolts from a like flange I94 of a driving element I05. Casing IUI isformed. on its inner face with a driving face I96 and an innerperipheral flange I91 adapted to surround a splined sleeve I08 in spacedrelation thereto. A suitable recess I99 is' formed in neck portion I02to accommodate the outer race of a bearing III of the same general typehitherto described, bearing III being held in place by a flanged collarH2 having a flange thereon which is adapted to be engaged and clampedbetween flanges I03 and I04. It will thus be seen that bearing III isrigidly held in position by flanged collar H2 and flange I01. Tube I08is provided with a corresponding recess adjacent itsend to accommodatethe inner race of hearing I I I, the race being maintained in positionin the recess by a washer 3B abutting the opposite end thereof, washer36 being held in place by a nut 35 suitably threaded on the end ofdriven shaft 28.

In this form of my invention, a washer H4 is provided immediatelybetween the inner race 24 of the bearing and the adjacent face of recessH3. Washer II4 acts as a bafiie member to further insure against theescape of lubricant from the bearing into the interior of the mechanismand flange I01 formed on casing IOI has a like bafiiing action.

A cover plate H1, formed with an annular groove I8, is provided toengage and cover the open end of casing IM and is suitably securedthereto by a series of circumferentially spaced cap screws H9, engagingthreaded apertures I2I formed in bosses. I22 suitably spaced around theperiphery of casing IOI. A central aperture is formed in cover plate I I1, defined by a flange I23, and contains a sealing member similar tothat described in connection with the embodiment shown in Figure 1. Aninteriorly extending 1 flange I24 is also provided on cover plate II1which serves to contain a bearing I25 of the general type hithertodescribed. The inner race of bearing I25 is mounted in a circumferentialrecess I26 formed in splined sleeve I08. It will be noted that the novelbearing construction in connection with the means for supporting thebearings including casing NH and cover plate H1, constitute anexceedingly strong and satisfactory construction to combat any thrustthat may be developed between the clutch mechanism and shaft 28 therebyavoiding any effect of such a thrust action upon the actual engaging anddisengaging elements whereby their automatic action is not hampered andundue stress and wear are not imposed thereon.

A hub I21 is splined to sleeve I08 and is formed with a concentricflange I28 provided with holes therein to accommodate a suitablefastening means such as rivets I29 forsecuring a driven clutch plate I3! thereto. Clutch plate I3I may be of any preferred form and may bedesigned to include a vibration dampener such as is disclosed in mycopending application, Serial No. 672,364, if desired. Clutch facingsI32 are provided adjacent the periphery of clutch plate I3I and aresuitably secured thereto as by rivets I33. A driving plate I34 ispositioned adjacent clutch face I32 opposite from that facing drivingface I06 and is provided with a driving face I35 positioned to engageadjacent clutch facing I32. Plate I34 is formed with recesses I36 in itsperiphery which are disposed 'to engage driving key I31 formed on studsI38 suitably secured in holes I39 formed in the periphery of casing IOI,

Key assemblies I 38 are preferably symmetrically arranged at intervalsabout the periphery of plate I34, and establish a driving connectionbetween casing I M and plate I34. In this form of the invention, keys orlugs I38 also perform the function of limiting movement of reactionplate I4I to the left, and in Figure 4 they are shown as being engagedthereby. Referring more particularly to Figure 5 of the drawings,driving lug or key assemblies I42 fitting in apertures in casing iIlI,are arranged at 120 intervals about the periphery of the reaction plateintermediate the driving plate key assemblies, and are disposed inengagement with the walls of recesses I43 formed in plate MI, and serveto couple the latter to casing IN.

A plurality of studs I44 extend through and may be slidably associatedwith apertures. I45 formed in plate MI, and are threaded into'drivingplate I34. Recessed portions I45 are formed in plate I4I adjacentapertures I45, each recess serving to accommodate the ends of twosprings I41 and I48. Spring I41 is of relatively small diameter and actsagainst the head of stud I44, while spring I48 is of larger diameterthan the head of stud I44 and acts against plate MI and reacts againstthe bottom of a recess I49 formed in cover plate H1. While the number ofspring assemblies as described above may be variedas desired, six arepreferably employed in the present mechanism. It will be noted inconnection with studs I44 that by reason of driving plate I34 beingkeyed to rotate with casing IOI through key I 31, reaction plate I Mlikewise may be caused to rotate with casing IOI due to the engagementof studs I44 with apertures I45, and key assemblies I42 may beaccordingly omitted from the mechanism. if desired.

A series of rectangular apertures I5l is formed in driving plate I34adjacent reaction plate I4I, the longitudinal dimensions of the notcheslying parallel to chords across the face of the plate. Apertures I52 areformed in reaction plate MI and correspond in number to notches I5I.Apertures I52 are not positioned directly opposite notches I5I but areslightly offset outwardly toward the periphery of the plates. A head orfulcrum member I53 is provided in each of recesses I5! and substantiallycorresponds thereto in size with the exception of the outer sidethereof, which is formed with a concave face I50 for a purpose later tobe described. Heads I53 are preferably integrally formed with levers I54to which are secured weight elements I55. Levers I54 extend throughapertures I50 in weights I55 and are secured thereto as by nuts I51secured upon threaded extremities thereof. Weights I55 may be of anyshape desired but it is preferred to so form them as to provide aportion of one face I58 disposed at an angle to the adjacent face ofreaction plate MI, and to allow free rocking movement thereof. Plate MIis provided with a flange I59 against which weights I55 are adapted toabut when the clutch is fully engaged.

The method of operation of this embodiment of my clutch mechanism ismuch the same as that of the embodiment illustrated in Figure l, thetransmission of power being normally from member I05 to unit 3|. InFigure 4, the elements are shown in idling position, and they aredisposed in the positions they assume when the driving member isrotating at an insufficient speed to actuate the speed responsive means,clutch faces I32 being spaced from driving face I06 of casing MI anddriving plate I34.

As the speed of rotation of housing I01 in-' creases, the speed ofrotation of plates I 34 and MI is necessarily increased and weights I55are caused to swing or rock toward the periphery of casing IOI by reasonof centrifugal force. As the Weights swing outwardly, the attachedmendsof levers I54 are carried therewith, the levers rotating about theinnermost point of concave face I50 as a pivot. The opposite face ofhead I53 is forced outwardly against reaction plate MI and plates I34and MI are caused to move apart in the manner previously described, andthe plate pressure is built up and the driven parts are brought intosynchronism in the manner described in connection with the device shownin Figure 1. The action of weights I55 and levers I54 is comparable tothat of a toggle joint or wedge.

With reference to the speed responsive mechanism utilized in this formof the invention, concave faces I50 are provided on heads I53, sothatwhen the latter fulcrum outwardly in response to centrifugal force, theywill not contact the outer walls of recesses II, thereby insuringfulcruming thereof in the outer corners of recesses I5I during allphases of operation. Apertures I52 are preferably of sufficient size sothat when plates I 34 and M! are separated, by removing the springassemblies, the weight assemblies may be received therethrough as aunit, thus avoiding the necessity for disassembling them.

With reference to the mode of supplying lubricant to the bearings ofthis mechanism, the front bearing is preferably lubricated from theuniversal joint associated therewith and the rear bearing is preferablysupplied with lubricant through mechanism associated with cover II1,although it may be lubricated in any other desirable manner. Referringmore particularly to Figures 4 and 5, cover I I1 is provided withcommunicating passages I60 and I6I, formed in a boss I62 preferably castintegrally with cover II1. cant containing portion of bearing assemblyI25. Passage I6I preferably extends to the outer periphery of cover I I1and has a lubricant fitting I63 of any well known form threaded therein.Lubricant may accordingly be forced through fitting I63, passages I6Iand I60, into the bearing by any suitable grease gun or the like.

In Figures 6 and 7 a further preferred embodiment of the speedresponsive means of my clutch is illustrated. As casing IOI, cover plateII! and driven plate I3I are substantially the same in structure andfunction as the corresponding elements employed in the modificationillustrated in Figure 4, further description thereof is deemedunnecessary. In this form of the invention, driving plate I34a is formedwith a series of concave depressions or recesses I66 incontradistinction to the rectangular recesses shown in the drivingplates of Figures 1 and 4, the faces of recesses I66 being preferablyfinished to a high degree of smoothness to reduce friction insofar aspossible. A reaction plate I4 Ia is formed with a peripheral flange I59aproviding a cylindrical wall I60 which constitutes a stop face. Reactionplate I4Ia is provided with a series of apertures I'II, preferably ofgeneral rectangular shape and of a size slightly smaller than butcorresponding substantially in position to recess I66 of plate I34a.Adjacent each aperture I1I, a bracket I12 is secured to the face ofreaction plate I4I'a by riveting, welding or similar method.

Yokes I13 are preferably'formed integral with bracket I12 and extendinto alignment with apertures HI, and have suitable bearing apertures orrecesses provided therein as indicated at I14. Pivot pins I15, andsupporting crank arms I16 are mounted to oscillate in bearings I14. Oneendof cranks I16 have projecting members I11 Passage I60 communicateswith the lubrimounted thereon, members I11 being preferably threaded asat I18 and having nuts I19 secured thereon to retain weights I8| inassembled relation therewith. Weights I8 I are formed with apertures I82to receive members I11 and recesses I83 to receive nuts I19.

The forward ends of cranks I18 are provided with spaced ears havingbearing recesses I84 formed therein which are adapted to rotatablysupport pivoted rollers I85. Rollers I85 are arranged to operate inrecesses I66 and contact the face of plate I34a and actuate the latter.Brackets I12 are formed with stops or bosses I86 which cooperate withweights I8I for a purpose to be later described.

When the prime mover or other driving mechanism is operating below theengaging speed of the clutch, the parts of this modified form of clutchmechanism assume the positions shown in Figure 6, with the weights heldin their inner positions against stops I86 by springs I 41, actingthrough plate I34w, rollers I85, ears I84, and cranks I16.

As the driving member is accelerated above idling speed, weights I8Ipivot outwardly about pins I15 as an axis and cause rollers I85 to actupon plate I34a and separate plates I34a and Mia, against the action ofsprings I41. As the speed of the driving member is further increased,

weights I8I cause reaction plate I4Ia. to move to the right and build uppressure in springs I48 and cause the driven member to be brought intosynchronism with the driving member in the same general manner as thatdescribed in connection with the ,mechanisms previously described. Inthis form of my invention however, outward movement of weights I8Icauses pressure to build up at a comparatively rapidly increasing rateby reason of the rapid increase in mechanical advantage of the cranks asthey approach their fully extended positions. This movement may becompared to that of a toggle joint or wedge. A comparison of thepositions of crank I16 in Figures 6 and '1 illustrates that theirmechanical advantage is comparatively low when the clutch is disengaged(Figure 6), and

assumes a comparatively great value when the clutch is fully engaged(Figure '7) with weights IBI in contact with face I69 of flange I59a.

Although I have illustrated mechanisms which are fully automatic, i. e.,they are solely speed responsive and no manual control thereof isprovided, it is to be understood that if it is desired, in anyparticular installation, manually operable declutching mechanism may beconnected to the reaction plates of the various mechanisms for causingmovement thereof to the right against the action of their reactionsprings to bring the driving plates out of engagement with the drivenmember, and the appended claims are intended to embrace mechanisms ofthis character. It is also to be understood, that although I haveillustrated and prefer to employ clutch mechanisms of the single platetype, i. e., clutch mechanisms wherein a pair of driving membersfrictionally cooperate with a single driven member, my inventioncomprehends mechanisms of the type wherein three or more driving memberscooperate with two or more driven members.

In Figure 8, a clutch embodying the principles of this invention isshown as applied to a railway car; as of the Pullman type, for driving agenerator or like unit. A truck I92 is provided with a wheel I93 andaxle I94 from which'drive is transmitted to a drive shaft I95-through auniversal joint I96- by means of a suitable type of drive such as ahypoid, or spiral bevel assembly indicated generally at I91. Since themanner-of taking power from the axle of the truck involves no part ofthe present invention, further description thereof is deemedunnecessary. Power is transmitted by drive shaft I95 to a noveluniversal joint I88 which is connected to a casing H of a clutch of thisinvention as for instance the clutch shown in Figure 1. Drive for theclutch is taken through a drive shaft 28 which in turn drives unit 3I.Unit 3|, which may be a generator or other unit, is suitably suspendedfrom a beam of the railway car by hangers I99 in which may beincorporated suitable shock absorbing means, if desired.

In the operation of this assembly, rotation is immediately imparted toclutch housing II upon movement of the railway car and consequentrotation of wheels I93. By reason of the speed responsive meansassociated with the clutch, the driving and driven members remainuncoupled until a predetermined speed of rotation of the clutch housingis reached. When the clutch establishes a driving connection between thedriving and driven members, the railway car has attained considerablemomentum, and the additional load imposed upon the shaft member by theunit being driven is accordingly practically negligible, and is easilyhandled.

It is desirable in some cases wherein relatively long trains areinvolved or the load imposed by the units to be driven is relativelylarge to stagger the speeds at which difierent clutches will engagethereby providing a progressive engagement of the different clutches incontradistinction to a simultaneous engagement of all clutches. It is tobe noted that the provision of such a clutch as described herein is ofmarked advantage in reducing wear and tear on the unit being driven whenrailway cars in a yard are being shifted. With a type of drive that isconstantly engaged, the unit is subjected to jolting and jerking withrecurring reversals in direction of rotation whereas with the clutch ofthe present invention, no power whatsoever is transmitted to the unituntil the railway car has reached a relatively high steady speed atwhich time a smooth effective engagement is obtained with no ill effectson the unit.

The invention may be embodied in other specific forms without departingfrom the spirit or essential characteristics thereof. The presentembodiment is therefore to be considered in all respects as illustrativeand not restrictive, the scope of the invention being indicated by theappended claims rather than by the foregoing description, and allchanges which come within the meaning and range of equivalency of theclaims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States LettersPatent is:

1. In an automatic clutch mechanism, in subcombination, a driving memberand a reaction member mounted for relative axial movement away from eachother, levers journalled for oscillation in one of said members andadapted to force the said members away from each other when said leversare oscillated; speed responsive means for oscillating said levers whensaid members attain a predetermined speed; and means projecting from andintegral with said reaction member and cooperating with said driving member for holding said levers under stress and tight in their journalswhenthey'are not under the influence of said-speed responsive means.

2. An automatic clutch mechanism comprising an open-ended casing; auniversal joint connected to said casing; a bearing in said casing inalignment with said universal joint and arranged to be lubricatedtherefrom; a cover for said casing; abearingin said cover,'said coverhaving a passage therethrough to lubricate said bearing; a drivingmember and a driven member mounted within said casing for engagement anddisengagement; speed-responsive means for effecting engagement anddisengagement of said member; means rotatably supported in said bearingsto support and be driven by said driven member; and means to prevent theflow of lubricant from said bearings into said casing.

3. An automatic clutch mechanism comprising a rotatable supportproviding a cylindrical recess; a driving member and a driven membermounted in said recess for engagement and disengagement; a reactionmember and speed responsive means associated therewith for causing saidengagement and disengagement; said driving and reaction members beinggenerally circular in shape with their outer peripheries extendingadjacent to the wall of said recess; a circumferential series of radialopenings in said support in alignment with said driving member, a set ofsplines on the periphery of said driving member, and a set of keyelements received by said openings and extending radially into saidcylindrical recess beyond the peripheries of said driving and reactionmembers and into operative engagement with said splines, whereby saidkey elements operate to form a driving connection between said supportand said driving member and provide abutment means for limiting axialmovement of said reaction member in one direction.

4. A clutch mechanism comprising a rotatable support providing acylindrical recess; a reaction member and driving and driven clutchplates carried by said support and positioned in said recess; resilientmeans carried by said support; centrifugally operable weight leversadapted to apply reaction forces to said reaction member and fulcrumedon one of said plates to effect engagement and disengagement of saidplates and cause said reaction member to move in one direction againstthe action of said resilient means; said reaction member and saiddriving plate being circular with their peripheries extending adjacentto the wall of said cylindrical recess; a circumferential series ofradial openings in said support in alignment with said driving plate; aset of splines in the periphery of said driving plate; and a set of keyelements received by said openings and extending radially into saidcylindrical recess beyond the peripheries of said driving and reactionmembers and into operative engagement with said splines, whereby saidkey elements operate to form a driving connection between said supportand said driving member and provide abutment means for limiting axialmovement of said reaction member in a direction opposite to said firstmentioned direction.

5. An automatic clutch mechanism comprising a rotatable support; adriving member and a driven member mounted for engagement anddisengagement; a reaction member axially movable in said support and.formed with a plurality of radially extending relatively narrow slots onits periphery; speed responsive means associated with said reactionmember for efiecting said engagement and disengagement; key meanscarried by said support and loosely engaging the outer portion of saidslots to lock said support and said reaction member against relativerotation; projections carried by said driving member and engaging saidslots inwardly of said key means 10 for preventing relative rotation ofsaid driving

